Power transmission



May 16, 1944. A,AJ. sYRovY ETAL. 2,348,763

' f POWER TRANSMISSION Filed Aug. 5, 1941 12 sheeis-sheet 1 A RNEY5- May 16, 1944. A. J. sYRovY ETAI. 2,348,763

POWER TRANSMISSION Filed Aug. 5, 1941 12 Sheets-Sheet 2 ATTOREYS.

May 16, l1944. A, J. SYROVY ETAL POWER TRANSMISSION Filed Aug. 5, 194]. l2 Shees-Sheet 3 A. J. sYR'ovY ET AL 2,348,763

1=owER TRANSMISSION Filed Aug. 5, 1941 12 Sheets-Sheet 4 u 6 5 Wz'zzam '7725112 BY@ 144 5Ad2 AT'roREYs.

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'May 16, 1944.

.MNHN Sw May 15, 1944 AQJ.' sYRovY ETAL 2,348,763

POWER TRANSMISSION Filed Aug; 5, 1941 12 sheets-sheet 5 ATTORNEYS.

May 16, 1944. A. J. sYRovY ET Al. 2,348,763

POWER TRANSMISSION i Filed Aug. 5, v1941 12 sheets-sheet s ATTORNEY May 16, 1944. A, J. SYRQVY ET AL POWER TRANSMISSION 12 sheets-sheet '7 Filed Aug. 5. 1941 y ATTORNEYS.

May 16, 1944. A. J. sYRovY ET A1. 2,348,763

POWER TRANSMISSION Filed Aug. 5, 1941 12 `Sheets-Sheet 8 May 16, 1944. A. J sYRovY rAl.

POWER TRANSMI SS ION V12 Sheets--Shee'fl 9 Fild Aug. 5, 1941 Mft ,an

ATTORNEYSA :L ELL..

May 16, 1944. A.' J. sYRovY x-:TALv

POWER TRANSMISSION Filed Aug. 5, 1941 12 Sheets-Sheet 10 May 16, l1944. A. J. SYROVY ETAI. 2,348,763

. POWER TRANSMISSION V Filed Aug. 5, 1941 12 sheets-sheet 11 2.23 Y 224 si 247 1 MMY@ VW A. J. SYROVY ETAL POWER TRANSMISSION May 16, 1944,

"Filed Aug. 5, 1941 12 sheets-sheet 12 lNyEN Zig Mmm

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Patented May 16, 19.44

UNITED STATES PATENT OFFICE 2,348,763 POWER TRANSMISSION Augustin J. Syrovy, William T. Dunn, and Otto l W. Schutz, Detroit, Mich., assignors to Chrysler Corporation, Highland Park, Mich., a corporation of Delaware Application August 5, 1941, Serial No. 405,530

27 Claims.

type, such as that disclosed in the copending application of Carl A. Neracher, et al., Serial No. 335,310, filed May 15, 1940, have gone into wide use and have proved satisfactory except that it has been found necessary under certain driving conditions to shift the transmission into low range (which must be done manually) in order to obtain adequate acceleration. Also, in the aforesaid types of transmissions automatic shift from direct drive to underdrive in either range requires that the engineignition be cut out for an instant to unload the shift sleeve which feature is regarded asr undesirable by some drivers.

In the present transmission arrangement, an additional underdrive unit of the planetary type is disposed ahead of the main transmission and novel power control means is provided whereby manual shifting of the transmission is rendered practically unnecessary, improved acceleration characteristics are imparted to the car and interruption or diminution of the engine ignition is rendered entirely unnecessary.

providing a driving arrangement which does not s differ from that in conventional use in its gen- Both of the speed ratio changes eral functions. are obtained automatically, one upon the vehicle reaching a predetermined speed, and the other upon release of the accelerator pedal when the vehicle is traveling above a predetermined speed higher than that necessary for the said one shift to take place.

The mechanism is further arranged so that a shift down to a lower speed ratio, for faster acceleration, hill climbing, etc., while the vehicle Accordingly, it is the principal object of the present invention to provide an improved power transmission which will permit operation of the automobile under widely varying driving conditions withoutnecessitating manual operation of the transmission or interruption of the engine ignition.

Another object is to provide an improved hydraulic control system for a power transmission which is simple and foolproof.

An additional object is to provide an electrical control for said hydraulic control system which is simple and easy to service.

A still further object is to provide a transmission affording improved means for changing speed ratios through the medium of two power actuated clutches, one being a friction clutch and the other a toothed clutch. These clutches are operatively related with a pair of gearsets and control means is provided whereby an automatic step-up in driving ratio may be obtained from a low ratio to an intermediate ratio and then to a higher ratio, one of the speed changes taking place during driving and the other taking place upon momentary release of the drive.

Our improved transmission is preferably arranged so that two changes in speed ratio may be obtained automatically in forward drive, thus is traveling above the aforesaid lower predetermined speed may be quickly and smoothly accomplished by depression of the vehicle accelerator pedal to the full extent of its travel, or by other equivalent control means.

It is therefore a further object to provide an improved speed change mechanism wherein one step-up in the driving ratio may be obtained instantaneously upon the attainment of a predetermined vehicle speed, and a second step-up in the driving ratio may be obtained upon momentary release of the driving torque when the vehicle is travelling at a speed in excess of a predetermined speed higher than that at which the first step-up is obtained.

A still further object is to provide a transmission of the aforesaid type wherein an instantaneous "kickdown to a lower speed ratio from either of two higher speed ratios may be obtained.

A still further object is to provide in a transmission of this type means for obtaining kickdown to a lower speed ratio from a higher speed ratio without the necessity of interrupting the drive of the engine. p I

We have provided an improved drive system incorporating a fluid coupling and kickdown transmission so constructed as to provide great iiexibility of car control with very little effort such that nearly all driving may be done without manipulation of clutch pedals or gear shift levers and at the same time aiiording flexibility of car control best suited to the changing requirements of torque multiplication and other power transmitting characteristics. Our driving mechanism affords improved quietness and smoothness of V car operation and facilitates manipulation of the car especially under heavy traffic conditions.

With our transmission it is practicable for the driver to stay in a selected speed ratio setting while stopping, and thereafter obtain rapid car starting accelerations under favorable torque multiplication, and faster ratio boulevard or country drive conditions without operating clutch pedal or gear shift lever.

Other objects and advantages of the invention will become apparent from the following description wherein preferred fori'ns of the invention are disclosed. In the accompanying drawings, reference characters are used to designate corresponding parts referred to below.

Fig. 1 is a side elevational view of the power plant and transmission for a motor vehicle.

Fig. 2 is a pian view somewhat diagrammatically illustrating the power'transmission assem- -bly in relation to the vehicle driving ground wheels.

Fig. 3 is a Asectional view of the remote control hand shift mechanism taken as indicated by line 3-3 of Fig. 1.

Fig. 4 is a top plan view of the Fig. 3 mechanism taken as indicated -by line 4-4 of Fig. 1.

Fig. 5 is an enlarged view oi' a portion of the Fig. 1 shift apparatus.

Fig. 6 is a detail sectional View taken as indicated by line 5-6 of Fig. 5.

F18. '1 is a detail sectional view taken as indicated byline 1-1 of Fig. 6.

Fig. 8 is an enlarged side view, partly in section and partly in elevation, showing the Fig. l power transmission. l

Fig. 9 is a sectional elevational view through the speed ratio changing transmission which is illustrated in elevation in Fig. 8.

Fig. 10 is a sectional plan view of the rear portion of the Fig. 9 mechanism, parts being broken away to illustrate details thereof.

Fig. 11 is a transverse sectional view looking forwardly as indicated 'by line II--il of Fig. 9, showing the transmission portion of the remote shift mechanism.

Fig. 12 is a detail sectional view taken as indicated by line |2-I2 of Fig. 10.

Fig. 13 is a detail elevational view of the right hand side of the transmission casing.

Fig. 14 is a detail section taken along the line i4|4 of Fig. 13.

Fig. 15 is a detail sectional view taken as indicated byline I 5-I 5 of Fig. 13.

Fig. 16 is a detail sectional view taken as indicated by the line l5l 6 of Fig. 13.

Fig. 17 is a detail sectional view taken as indicated by the line Il-i'l of Fig. 13. y

Fig. 18 is a detail sectional view taken as indicated by the line |8-I 8 of Fig. 15.

Fig. 19 is a detail sectional view taken as indicated by the line |9-I9 of Fig. 17.

Fig. 20 is an enlarged detail sectional view taken as indicated by the line Z0-20 of Fig. 14.

Fig. 21 is an enlarged sectional view taken as indicated by the line 2 i-'ZI of Fig. 14.

Fig. 22 is an enlarged sectional view taken as indicated by the-line 22--22 of Fig. 13.

Fig. 23 is an enlarged detail looking in the direction of the arrow 23 in Fig. 22.

Fig. 24 is a sectional view taken as indicated by the line 24-24 of Fig. 9.

Fig. 25 is a fragmentary, elevational, sectional view of a modified form of the invention.

Fig. 26 is. a diagrammatic view of the transmission control system.

We have illustrated the principles of our invention in connection with a motor vehicle drive wherein the usual engine A transmits 'its drive through clutching means B, C, within casing 50, the drive then passing through the planetary underdrive transmission D, the helical underdrive transmission E and propeller shaft." (Fig. 2)

2,s4s,7es

to the differential lz and thence to the vehicle' ground wheels 5l where it is desired to drive the rear-wheels according to present day practice.

By preference, the arrangement is auch that the drive from the engine passes through a planetary underdrive unit. then through a helical gear underdrive unit so that when both units are operating in-highest ratio the car is driven in a direct drive ratio between the engine A and wheels 53. Our arrangement provides such conveniently opera-ble kickdown or shift to a reduction drive from direct Athai; the aforesaid arrangement is practicable thereby obtaining advantages of economy, long life and quietness of operation without the disadvantages of sluggish operation which is especially objectionable in city driving.

'Ifhe engine A has the customary intake manifold 54 and the carburetor riser'55 containing a throttle valve 56 operable by a lever 51 throughout; a. range between the illustrated closed throttle position for engine idling and a wide open position. Lever 5l is adjusted by a driver operable accelerator pedal 59 pivotally mounted at 60 on the toe-board I6I to swing downwardly against restoring spring 62 to thrust through the system oi' pivotally jointed links B3, 64 and connecting lever 65, the latter being pivotally supported at 65.

The throttle operating mechanism is such that movement of pedal 59 throughout its normal range will cause a corresponding adjustment in the valve 56 between its limits of fully closed and wide open positions. When the pedal has been depressed to thel wide open throttle position, mechanism about to be described is rendered operable to shift the transmission from direct to underdrive.

'I'he kickdown range of accelerator pedal movement is utilized to effect release of'the reaction gear of the planetary underdrive unit D for a quick change from direct to underdrive without necessity of engine ignition interruption. The throttle being open will cause the engine to rapidly speed up as soon as the lower driving ratio becomes effective. ,f

The lever B5 has fastened thereto a second lever 13 directed forwardly to provide spaced fingers 14, 15 in the path of the actuator 16 of the snapswitch 11 which is a control part of the kickdown mechanism. When pedal 59 moves in its kickdown range, iinger 15 throws `actuator 18 rearwardly to close switch 11, the switch remaining closed until the pedal 59 is fully released, or substantially' so, at which time :nger 14 restores actuator 16 vto the Fig. 1 position to open the switch 1l.

We preferably transmit the drive from the engine A to underdrive transmission D through clutch means comprising a fluid 'coupling B of the kinetic type -preferably in conjunction with a releasable clutch C of a conventional design employed to facilitate manual shifts in transmis sion E, and to accommodate stopping the car in gear without tendency ofthe coupling B to cause the car to creep especially, where the idle is set fast" (as during winter starting), or where the throttle is accidentally opened.

'I'he engine crankshaft 18 drives the coupling impeller 19 to circulate the iluid in its yaned passages to drive the vaned runner in a manner well known for fluid couplings of the type illustrated. The runner l0 drives the clutch-member 8|4 of lthe friction clutch C of commercial design. Driven clutch disc 82 is fixed to intermediate drive shaft 1| and is drivingly disengaged by depressing a clutch pedal 84 (Fig. 1) which slides the throwout member 85 forwardly to operate levers 86 to unload driving pressure plate 81, springs 88 loading this plate and engaging th clutch when pedal 84 is released.

Shaft 1| extends rearwardly into the housing I9 of underdrive unit D (Fig. 9) where the drive passes through the planetary unit D and thence to the helical unit E by means of a shaft lli-which is formed with a main drive pinion 90.

Shaft 83 extends rearwardly into the housing or casing 89 of transmission E (Fig. 9) where it is formed with a main drive pinion 90. The drive pinion 90 is hollow and journals, by a bearing 92,

the forward end of the transmission driven shaft 93 which may carry the usual propeller shaft braking mechanism (not shown). The drive pinion 90 is continuously meshed with a gear 96 for driving the countershaft cluster 91 rotatable on a countershaft support 96. The cluster 91 has a forward extension 99 journalled at |00 within gear 96 and between these parts 99 and 96 there is provided an overrunning clutch J. The usual speedometer drive gears are shown at |a for driving the usual speedometer cable.

The clutch J comprises a driving cylinder clutching member |0| formed within gear 96, and an inner driven cammed member |02 formed on extension 99. Rollers |03 are disposed between clutch members |0| and |02 such that these rollers are wedged to clutch these members together when the gear 96 tends to rotate faster than extension 99 in the direction of forward drive of the car while allowing the extension 99 to freely overrun gear 96. Assuming the usual clockwise direction of driving shaft 83, when looking from the front to the rear, then clutch J engages when the gear 96 tends to` rotate counterclockwise faster than extension 99. A cage |04 positions the rollers |03 in proper spacing and a control collar 05.is operably associated with the cage for neutralizing the rollers when the clutch is in overrunning condition. This construction is more completely described in the copending application of Carl A. Neracher et al., Serial No. 272,734, filed May 9, 1939.

The cluster 91 is further formed with reduction. gears |06, |01 and reverse gear |00, these three countershaft gears being of relatively decreasing diameter in the order mentioned. Gear |06 is in constant mesh with a gear |09 which is freely joumalled ondriven shaft 93. The gear |99 has, a forward extension carrying a set of external driven teeth slidably tting internal clutch teeth of the synchronous coupling sleeve F so that this sleeve is, as will be presently more apparent, adapted to turn with transmission output or driven shaft 93 but may slide forwardly from its Fig. 9 position relatively to the driven shaft. Gear |09 has a rearward extension formed with a set of clutch teeth |2 and a friction cone clutch member ||3 and drive pinion 90 also has a rearward extension formed with a set of external clutch teeth |0 and a friction cone clutch member The gear |01 is constantly meshed with a'low speed gear I4 freely journalled on driven shaft 93 and having a forward extension formed with clutch teeth and cone clutch member ||6. The reverse gear |08 is adapted to mesh with a reverse idler gear I I1 when the latter is slid rearwardly on its countershaft I8 (Fig. 11) At such time the idler ||1 also is meshed with a gear ||9 xed on the driven shaft 93.

The arrangement ,is such that shaft 93 may be selectively clutched at the will of the driver with rsimultaneous displacement.

gears ||4 and |09, the control preferably comprising a manual remote shift of any suitable type and construction. The operation of clutch sleeve F is, on the other hand, automatic in its operation of clutching driving shaft 83 with gear |09 or for disconnecting these parts. The manual clutching control comprises the following mechanism.

Fixed to driven shaft 93 is a hub |20 (Fig. 11) formed with external teeth |2| slidably engaged with the internal teeth |22 of the shiftable clutch sleeve H adapted for forward and rearward shift by a yoke |23 fixed to a longitudinally extending shift rail |24 disposed to one side of shaft 93 adjacent the side opening |25 of casing 69'.

synchronizing blocker rings |26, |21 are respectively disposed between gears |09, ||4 and hub |20 and are driven with hub |20 with slight rotative clearance. These blockers have cammed teeth |26, |29 having a pitch circle the same as that of sleeve teeth |22 and teeth ||2 and ||5 and they are adapted to frictionally engage the clutching members ||3 and ||6 respectively. If desired, energizing springs |30 may be provided between the blockers to lightly urged them into engagement with cones ||3 and ||6 respectively so that the blocker teeth |28, |29 are msaligned with the sleeve teeth |22 thereby preventing shift of sleeve H as long as the parts to be clutched are rotating at different speeds. The synchronizing blocker rings are more fully described'and claimed in the copending application of O. E. Fishburn, Serial No. 180,840, led December 20, 1937.

When sleeve H is moved forwardly, teeth |22 engage the cammed ends of blocker teeth |28 thereby urging the blocker under pressure engagement with cone ||3, to synchronize gear |09 with shaft 93 (clutch C being released during manual shift of sleeve H to facilitate the clutching action). Then the blocker |26 will rotate slightly relative to hub |20 to permit the sleeve teeth |22 to pass through blocker teeth |26 to engage teeth ||2 to positively clutch shaft 93 with gear |09. The rearward shift of sleeve H to clutch with teeth I|5 of gear ||4 is synchronously effected under control of blocker |21 inl the same manner.

The shift yoke |23 is provided with a boss |3| (Figs. 10 and 11) through which rail |24 extends, this boss having a slot |32 adapted to be engaged by an inwardly extending shift finger |33 carried by a trunnion member |34. The finger |33 is also adapted to engage a slot |36 of a yoke |31 fixed to the reverse shift rail |38 which is disposed parallel to and below rail |24. The yoke |31 engages the :collar portion |39 of the shiftable reverse idler gear ||1. Rails |24 and |38 are interlocked by a plunger |40 (Fig. 12) to prevent their The rail |24 also engages a plunger 61 which in turn engages the operating elements of a switch 68 to be described later on. It will, however, be noted that the rail has a flat portion |35 (Fig. 10) which engages the plunger at all times except when the rail is shifted to low speed position whereupon' theI relatively high forward portion |35' thereof engages the ball 69 and closes the switch.

'Ihe trunnion member |34 is rockably mounted by means of a pin |4| on a rockshaft |43 rotatably carried in the bosses |44 of a cover |45 vsecured by fasteners |46 to the opening |25 of casing 69'. The shaft |43 is rockable on an axis disposed at right angles to the rails |24 and |38 and has a lever |41 xed to its upper end outside of the cover. A spring pressed ball detent' |49 yieldingly maintains rail |24 in neutral, forwardly (to clutch sleeve H with teeth I2) or rear-- wardly (to clutch sleeve H with 'teeth ||5) by engagement of this detent ball with the rail recesses |50, |5| and |52, respectively. The 'reverse rail |38 has similar positioning means (not shown).

The upper surface of the linger |33 is engaged by a lever |51 carried by a shaft-|55 (Fig` 10) having a lever |55 mounted thereon outside of the cover |45. A Bowden wire |58 is connected with the lever |55 and the arrangement is such that when the wire is pulled, the lever |51 is actuated to push downwardly on the nger |33 thereby rocking the trunnion |34 about the pin |43 against the spring |54 and engaging the finger with the slot |36 of yoke |31, at the same time disengaging finger |33 from slot |32 of yoke |23. When the linger |33 is engaged with yoke |31, rockshaft |43 may be rotated to shift the reverse idler gear I1 into mesh with gears |08 and |9 and similarly, when nger |33 is engaged with the yoke |23, the rockshaft may be rotated to shift the clutch sleeve H into driving engagement with either the teeth ||5 or the teeth ||2 thereby to establish low or high range drive. The remote control mechanism for actuating the lever |41 and the Bowden wire |58 will now be described (see Figs. l and 3 to 6).

A shift lever |13 is. carried by the vehicle steering column, generally indicated by the numeral |14.

The lever |13 is carried directly by a casing |15 having separable sections mounted on the steering column |14. The said lever has a knob |16 on its outer end and a forked inner extremity |11 disposed within the casing |15. Provided on the lever |13 adjacent its forked end is a ballshaped enlargement |18 which is disposed between wear plates |19 mounted on the opposite side walls of an arcuate slot |80 formed in the casing |15 through which the lever |13 extends. The enlarged portion i 18 of the control lever has a bore in which a spring pressed detent ball |8| is disposed. Detent ball |8| is adapted to engage in an aperture formed in the lower wear plate |19 when the lever |13 is centrally located with respect to the opposite ends of the slot. The steering column generally indicated at |14 includes an outer tube on which the casing |15 is mountedand an inner tubular steering shaft |82 which is provided with a steering wheel |83 at the top end thereof as is conventional in the art. The steering shaft |82 extends longitudinally of the steering column and is centrally located with respect to the longitudinal axis thereof.

, A tubular shaft |84 extends longitudinally of the steering column and is axially slidably and rotatably supported by the column structure. Mounted in the upper open end of the tubular shaft |84 is a sleeve |85 which is welded or otherwise suitably secured thereto and which extends beyond the upper extremity of this shaft. A collar |88 is concentrically mounted on the portion of the sleeve |85 which extends beyond the shaft |84 and is detachably and non-rotatably held thereon by a nut |81 threaded on the upper end portion oi' the'sleeve as shown in Fig. 3. The

collar |88 is provided with diametrically opposedl bosses in which are formed holes for receiving bolts |88 which fasten the apertured end portions of the fork |11 to the collar. The bolts or pins |89 pivotally attach the lever to the bosses and anches -fulcrum about which .the lever may be oscillated in a vertical plane to shift the shaft |04 axially nr the steering column. '111e shaft m my be rotated about its axis whichis coincident to the longitudinal axis of the steering column by swlng- A ing the lever |13 about the axis of the steering the enlarged portion |19 of the lever serves as a 7o column and during this movement of the lever the enlarged portion |18 thereof slides freely on the bearing surfaces provided by thefwear plates |19 which line the walls of the slot |80.

At the bottom of the steering column the tube |14 thereof is provided with a slot |09 through which a lever extends. This lever is welded to the lower end of they tubular shaft |04 as illustrated in Fig. 6 and is connected by means of a pin 9| with an operating rod |92.

Partly surrounding the slot |99 is a housing structure I 93 which has a tab |94 on which is pivoted a bellcrank lever |95, the latter having a rounded end portion |98 which bears against the enlarged portion |91 of the lever |90. On the opposite side of the steering column the housing structure |93 has a depending bracket |90 which supports the upper end ofthe Bowden cable structure |59. The flexible, motion transmitting cable 200 of the Bowden cable structure is connected with the lower leg 20| of the bellcrank |95 and a spring 202 is connected between the bellcrank lever and the bracket |98 in such manner that the bellcrank lever continuously urges the -baft |84 upwardly of the column |14.

lThe rod |92 is connected with one leg of a second bellcrank lever 203 pivoted at 204 on the block of the engine A, the other leg of said bellcrank lever being pivotally connected at 205 with an operating rod 206 which is pivotally connected at its rearward end with the shiftvlever |41. 'Ihe opposite end of the motion transmitting cable 204 of the Bowden cable structure |58 is connected with the selector lever |55 as shown in Fig. 1.

It will therefore be understood that the manually operable shift lever |13 is capable of swinging movement about the axis of the steering column in two paths, the said paths being disposed in parallelism one below the other. In shifting the ratio establishing mechanism in casing 89' the lever |13 may be rocked upwardly of the steering column which shifts the shaft |84 axially downwardly of the steering column thereby rocking the bellcrank |95 about its pivot which in turn, through the medium of the Bowden cable struc'- ture, swings the selector lever |55 clockwise of Fig. 1 thereupon eiecting downward movement of the trunnion |34 against the force of the spring y' through the medium of theoperating rod 204,'

causing the shift lever |41 to be swung clockwise of Fig. l0 whereupon reverse idler gear ,||1. will be shifted.

Counterclockwise swinging of lever |13 in its `4 lower path of movement will/effect shift of the coupling sleeve H into engagement with clutch teeth I5 thereby establishing low-speed ratio setting of the transmission, the linger |33, of course,

being engaged with the slot |32. Clockwise swinging of the lever 13 will eifect shift of sleeve H into high-speed ratio setting, the teeth I2 being engaged.

The countershaft cluster 91 also includes a gear escenas 94 which engages a gear 9| carried on the drive preferably ofthe well known Gerotor type and has an inner driving toothed rotor |60 engaged with an outer driven toothed rotor |6|, the two being enclosed in a housing portion |62 provided with a cover |63. The driving rotor has one less tooth than the driven rotor thus providing a compressing chamber. An inlet pipe |64 having an opening |65 leads from the oil sump to the suction side of the pump and the pressure side thereof is `connected to the operating pressure system of the transmission as will be presently described.

The gear 94 also engages a gear |66 carried by the drive shaft |61 of a speed responsive goverf nor mechanism G. The governor G is enclosed in its own housing which has a stem portion |68 threadedly engaged in the portion |69 of the housing 89 as illustrated in Fig. 11. The governor is of the centrifugal type and has a pivoted weight mechanism generally designated at |10 which is shaft |59 of a pump P (Fig. 11). The pump is 2|! and on a retainer 2|9 carried by the rod 2 |2 'and acts to disengage the sleeve F and return the parts to their Fig. |0 positions upon venting of the motor M. The spring 2|8 is preferably of 35 lbs. pressure while the spring 2 I6 is preferably of lbs. pressure. The former must exert sufiicient pressure to disengage the sleeve F `under slight driving load as well as return the piston and rod to the Fig. 10 position upon venting of the motor M, while spring 2|6 need only be* of suflicient strength to engage the sleeve F after the rod and piston have been moved by hydraulic pressure to compress spring 2|8. It will be noted that there is a leader and follower relation between the rod 2|2 and the yoke 2|3, the former always acting in advance of the latter on the pressure stroke.

When the sleeve F is in the Figs. 9 and 10 low speed position, the drive from pinion 90 is transadapted to move upwardly into contact with a x switch operating member |1| at predetermined speed of the vehicle. At a higher speed, a second switch operating member |12 is engaged. Inasmuch as the details of the governor mechanism n G are not important to the invention, any suitable type of speed responsive mechanism being suitable, further description will be omitted, it being deemed suiiicient to state that the governor is preferably constructed and arranged in such manner that the switch operating arms |1| and |12 will be actuated upon acceleration of the vehicle in high range at 7 M. P. H. and l5 M. P. H. respectively.

Referring again to Figs. 9 and 10,A it will be seen that the clutch sleeve F is shiftable by means of a shift yoke 201 under the influence of a fluid pressure cylinder M. The sleeve F is slidably carried on a hub portion 200 of gear |09 ang has internal teeth 209 which are adapted to engage the teeth ||0 formed on a drive pinion 90 under control of a blocker member 2 |0. The latter has teeth 2|| which are adapted to assume blocking the sleeve teeth 209 will be permitted to pass therethrough to engage the teeth I0. For a more complete explanation of the function and structure of this blocking mechanism, reference may be made to the aforesaid Neracher et al. application, Serial No. 335,310. y

The yoke 201 is carried on a piston rod 2|2 which passes through a boss 2|3 formed on the yoke. The rod has a piston 2|4 xed on its rear end and the front end thereof is slidable in a .guide block 2|5. 'A spring 2|6 disposed between the piston 2|4 and a shoulder 2|1 formed on boss 2 I3 permits/the piston to move through itspower stroke in advance of movement of the yoke should the sleeve ,F be blocked against shift by the blocker teeth 2| Movement of the piston to compress the spring 2|6 stores up energy which is dissipated in shifting the sleeve F after it is unblocked. l

A second spring 2|8 bears on the guide block mitted to the cluster 81 through overrunning clutch J and then to the shaft 93 by way of gears |06, |09 or gears |01, ||4 depending upon the position of clutch sleeve H. It will thus be seen that the mechanism in casing 89' provides means for driving the shaft 93 at four different speed ratios relatively to the shaft 83 depending upon the positions of sleeves F and H. When reverse gear ||1 is engaged, a two-speed reverse drive is available, the sleeve F being effective in reversev as well as forward speed if desired.

The underdrive mechanism in casing 89 will now be described.

As will be seen from Figs. 9 and 24, the rear end of the shaft 1| is formed with a bell-shaped portion 220 which is supported in a housing plate 22| by a bearing 222 and an annular portion 223 which carries an annulus gear 224. 'Ihe teeth 225 of the annular portion 223 mesh with the teeth 226 of the annulus gear and the latter teeth also mesh with the teeth of a plurality of planet gears 221 rotatably carried by axles 228 on carrier 229. The carrier is splined on the shaft 83 at 230, a bushing 23| rotatably separating the shaft 1| therefrom.

The planet pinions 221 mesh with a sun gear 232 which has a rearwardly extending control portion. This portion extends rearwardly into abutting relation with a thrust Washer 233 and has spline,teetl1 234 and a cylindrical portion 236 which forms one element of an overrunning roller brake device K. The latter includes rollers 236 held in spaced relation by a carrier 231. An annular member 238 is bolted to the casing 89 as shown in Fig.- 9 and forms the inner wall of a hydraulicfcylinder N. The member 238 is provided on its inner periphery with a plurality of cams 239 which cooperate with the rollers 236 to permit thun gear 232 to overrun the member 238 in a clockwise direction of rotation while preventing overrunning between these parts in a counterclockwise direction. A suitable spring 239 is provided for urging the rollers into lock-up position in one direction as is well knownin the art.

Splined on the 'teeth 234 for sliding movement relatively thereto is a .throwout member 240. Fixed to this member by suitable snap ring retaining means is a clutch spider 24| and a release bearing 242. The spider 24| is of bell shape and has inner and outer friction lining elements 243 and 244 riveted thereto. The lining 243 is adapted to frictionally engage the outer surface of the annulus gear 224 upon forward shift of the member 240 thereby to'clutch the sun gear 234 and annulus gear 224 together, thus clutching up the planetary gearset for 1 to 1 ratio drive.

The outer lining 244 is adapted to frictionally engage a brake member 245 bolted internally of the casing 55 by bolts 245 in response t0 I'elwl'd shift of the throwout member 245. When the spider 24|l is in contact with the brake member 245 rotation of the sun gear 232 in either direction of rotation is resisted and the shaft 53 will be driven from the shaft 1| at a reduced speed ratio through the planetary gearing. Also, upon coasting of the vehicle, the shaft 1| will be driven by the shaft 53 at an overdrive ratio, thus there will be no free wheeling of the vehicle so far as the underdrive unit D is concerned, the drive being a two-way drive at all times.

' The capacity of the friction brake means is necessarily less than that required to hold the torque transmitted in underdrive ratio because of space limitations. This is, however, not important because the sun gear is held from reverse rotation during underdrive by the overrunning roller brake K. The chief function of the friction brake is to prevent free wheeling on coast and as the coast load is much less than the driving load, the friction brake is adequate for this purpose. y

The hydraulic motor N includes a piston 241 of annular shape which is reciprocable in the cylinder formed by the member 23s and the inner periphery of the casing 55. Suitable sealing rings wardly by a compression spring 215 against a screw plug 215. 'I'he latter is adjustable in regulate the pressure necessary to open the passage 252 to the passage 255 which function will be described later.

The valve V is one of the two main control valves of the transmission and consists of a ported sleeve 211 pressed into a suitable bore as shown and a plunger 215 which is urged upwardly by a. spring 215 carried by a cap 255 fixed to the lower end of the sleeve. The spring 215 urges 248 are provided and a plurality of pins 245 carried by the piston engage the casing portion 255 to prevent rotation of the piston.

A plurality of compression springs 25| are disposed between the piston 241 and a retaining washer 252 which abuts a shoulder formed in the casing as shown and act to urge the piston rearwardly to the underdrive position as illustrated in Fig. 9. A bearing 253 mounts the rear end of shaft 53 in the casing 55'.

Pressure iluid admitted to cylinder N by means to be described will cause piston 241. to move forwardly, compressing springs 25| and shifting spider 24| forwardly to disengageit from'brake member 245 and engage it with the annulus gear 224. The bearing' 242 permits rotation of the spider relatively to the piston at all times.

Referring now` to Figs. l1 and 13 to 23, inclusive, the hydraulic system of the transmission will be described.

Lubricating oil from the sump 254 55' is delivered under pressure from theI pressure chamber |5| .of pump P into a pressure line or passage 255 (Fig.23). Tapped into the side of the pump housing is a short passage 255 which connects with a hydraulic switch 251. The latter is of the well known plunger typ. (shown diagrammatically in Fig. 26) and has terminals 255, 255 which are adapted to be connected by the switch plunger at all times when there is pressure in line 255.

The passage 255 connects with a longitudinally disposed passage 255 closed by a plug 25| at its forward end. From passage 255, a passage 252 the plunger 215 upwardly to open the valve thereby establishing communication between port 254 and passage 255 and the plunger is adapted to be moved downwardly to close the valve by the plunger 25| of-a solenoid B. 'Ihe latter also includes a coil 252 enclosed by a casing 253, the whole assembly being mounted on the casing 55 by a screw-threaded fitting 254 which engages the valve bore.

The passage 255 which leads from valve V is sealed at its forward end by the rear end of casing 55. At its rear endit connects with an upwardly directed passage 255 which leads directly into the cylinder of the direct speed motor M.

Forwardly of the valve V the passage 255 connects with an upwardly directed passage 251 (Figs.-l6, 19, 20, 2'1 and 23). This passage is plugged at its top end by a plug 251' which also plugs a passage 215 directed transversely inwardly of the casing. 'I'he passage 251 leads to the main pressure relief valve 255. This valve has a plunger 211 urged outwardly by a spring 215 against an-adjusting plug 215. A' short passage 255. plugged at 255', connects the valve with the passage 215 which leads into the chamber 21| of thel lubrication relief valve 255 (Figs. i8 and 19). This valve regulates the pressure supplied from pump P for lubricatingthe underdrive unit D, and includes a plunger 25| urged outwardly by a spring 252 to seat against an internal shoulder formed in a plug 253. The latter is adapted for adjustment to regulate the pressure maintained by the valve as is usual in the art. The fluid flowing in passage 215 will flow through passage 254 and unseat the plunger 25| when the pressure has reached the desired value of the casing (approximately 6 lbs. per square inch) and spill into the sump through a passage 255. From chamber 21| the fluid passes into the casing 55 at a point (not shown) just inwardly of the member 235 (see Fig. 9) which forms the inner wall of the cylinder N. Thelubrication fluid is leads upwardly (Figs. l21') to 23) of the casing and is plugged at its top end by a plug 252. A transverse passage 253, plugged by a screw-threaded plug 253', connects passage 252 with the direct speed clutch control valve V by means of a port 264. As can be seen from Fig. l5, a restriction V- valve 213 is disposed between passages 255 and 252, the valve comprising a plunger 214 slidably positioned in a short bore 213' and urged out- 75 thus directed into the'mechanism of the overrunning brake K and is distributed around the parts of the underdrive unit.

A passage 212 leadsfrom passage 251 (Figs. 16, 17 and 20) into valve V which controls thev action of the underdrive motor N. 'I'he valve V is identical with the valve V and includes a sleeve 255 in which is slidable a plunger 251, a spring 255 urging the valve to open position and a plunger 255 of a solenoid Si Abeing adapted upon energization thereof to close the valve.

Fluid flowing through the valve V' leaves the valve through a passage 212' which connects with an arcuately shaped chamber 255. The chamber 255 is formed in the forward wall 25| of the casing 55 and this chamber is in communication with a passage (not shown) formed in the member 235 (Fis. 9) which leads through the latter into the cylinder of motor N in rear of the piston 241.

Referring now to Fig. 25 which illustrates a modification of the underdrive unit D, it will be The forward plate 293 is relatively thick and is staked to the gear 224'- by suitable snap rings.

The spider '24|'L carries an annulus 294 which has a friction brake lining 244 on its outer side and series of clutch plates 243B. The latter are provided with suitable friction lining and are adapted to frictionally engage the plates 292, 293 upon forward movement of the piston 241. The brake lining 244 is adapted to engage the insidev surface of the casing 89 under the influence of the spring when pressure is oi in motor N to thereby provide reaction for the underdrive.

The arrangement illustrated in Fig. 25 provides greater capacity both by reason of the greater diameter of the clutch and brake elements as well as by the increased area of the clutch linings.

Fig. 26 shows the hydraulic and electrical control circuits of the transmission in diagrammatic form. The various control instrumentalities have been slightly rearranged to simplify the wiring; the operation, however, is not changed. 'I'he governor controlled switches |1|, |12 have, for example, been shown as though actuated by separate governors, although but onev 'governor mechanism is used, as heretofore explained. It is desired to point out, however, that two separate governors could be used if desired.

It may be seen that (from the diagram)` the vehicle battery 300 is connected to ground on the vehicle frame through a Aconductor 30|. The other side ofthe battery is connected by a wire 302 with one terminal 303 of a relay 304. The other terminal 305 is connected by wire 306 with the field coil of solenoid S which is also connected to ground through wire 301. The field coil of relay 304 is connected to battery by wires 308 and 309, this circuit including the ignition switch 3|0 anda switch 3| which is adapted for manual operation by the driver. 'I'he relay is connected to ground through wire 3|2, speed responsive switch |12 and wire 3|3. Energization of relay 304 causes engagement of terminals 303, 305 and energiaation of solenoid S.

In a similar manner, solenoid S' is controlled by a relay 3|4 which is connected to one side of the switch 3|| by a wire 3|5 and to ground by wire 3|6 which is grounded through wires 3|1, 3|9 or 324 closing either the speed responsive switch |1I, the accelerator pedal switch 11, or the rail operated switch 68. The solenoid S is connected to battery through wire 3|9, switch terminals 320, 32| and wire 322, and is grounded'by wire 323.

The hydraulically actuated switch 251 is connected to the battery through wire 325 and to is provided with internal splines which carry a f the relays 304 and 3|4 will still be energized so long as there is pressure in the hydraulic system, or in other words, so long as the vehicle is moving with the transmission in gear. This prevents the transmission from getting into an undesired locked-up or no-back condition in which the driver cannot manipulate the controls. Such condition frequently arises in connection with transmissions employing an overrunning clutch in the line of drive and especially when the car tends to roll backwards down hill when the shift lever is set for forward drive. With the switch 251 in the circuit, premature cutting of the ignition while the car is moving will not e'ect the transmission control circuit and lock-up is prevented as well as undesired cyclic operation of the valves V and V'.

The restriction valve 213 performs an important function in that it prevents undesired pressure drops in one part of the hydraulic circuit while another part is doing work. The main pressure relief valve 268 is set (with the particular piston sizes used in this embodiment) to maintainl a pressure of 45 lbs. per square inch, in the passage 260. The pump P is of suicient capacity to maintain the valve 268 open during most driving conditions and therefore fluid for lubrication is furnished to passage 210, the lubrication pressure relief valve being set to blow off at approximately 6 lbs. per square inch.

The restriction valve is interposed between the main uid pressure passage 260 and the passage 262 which feeds valve V and is yset to maintain a minimum pressure of 35 lbs.'I per square inch in passages 260, 212 at all times as well as to prevent motor M- from venting while the cylinder of motor N is filling. For example,v.ssume that the vehicle is being driven in high range at a speed-in excess of 'I M. P. H. (which Iis the speed at which the switch |1| is preferably set to open), then valve V `will be open and/motor N will be under pressure, the clutch 243 being engaged. When the car 'speed reaches 15 M. P. M., switch |12 opens and valve V opens admitting iiuid to motor M. If some means were not provided to maintain pressure in passages 260, 212, the pressure therein would drop while motor M was filling and slippage of clutch 243 would result. Then too, let us assume that the vehicle is being accelerated in kickdown ratio, the switch 11 having been closed to vent motor N and it is desired to return to direct r drive. Upon opening of switch 11 valve V will the hot side of the switch 3|| through wire 326.

open and motor N will fill. The plunger 214 of valve 213 will then move outwardly under influence of the spring 215 and seal the passage 262 thereby preventing a momentary drop in pressure in motor M which might cause the sleeve F to disengage and clash upon the subsequent build-up in pressure.

The operation of the transmission as a whole will now be described. y

Let it be assumed that the vehicle is at rest with the ignition switch 3 |-0 o ff and the manually operable shift lever |13 in neutralposition. If the ignition switch is now turned to on position, relays 304 and 3|4 will be energized, switch 3|| being closed, as it is for all ordinaryv driving, and solenoids S and S will be energized through the respective relay operated switches. Energization of solenoid S will cause the plunger 29| thereof to move downwardly thrusting the valve plunger 218 downwardly against the spring 219 to thereby shut oi communication between the fluid passages 262 and 265. Similarly, energization of solenoid S' will cause the plunger 289 thereof to thrust the valve plunger 231 downwardly against the spring 2 thereby cutting oil' communication between the passages 212 and 212'.

The engine A is then started in the usual manner which causes pump P to deliver fluid under pressure into the main fluid delivery passage 250 and when .theA pressure has built up sumclently, valve 255 will operate to permit fluid to flow into lubrication passage 2.1 as well as into the passages 252 and 212 but as valves V vand V' are closed, motors M and N will not be effected.

The driver may now manipulate the transmission into forward driving setting by releasing clutch C through depression of the pedal 54 and swinging the manual shift lever |13 in a clockwise direction while holding it in its lower path of movement. This latter action will, through the intermediary of the linkage |52, 235, etc., effect shift of the manually controlled sleeve H forwardly to clutch the shaft 93 to the gear |33.

Inasmuch as there is no pressure on in either of the hydraulic motors, the spider 24| of the forward underdrive mechanism D will be in its Fig. 9 position with the lbrake lining 244 in engagement withthe brake member 245 and the direct clutch sleeve F will be in its Fig. 9 position, which position leaves the cage of overrunning roller clutch J free to lock up the rollers in driving posi tion.

Upon release of the clutch pedal 84, clutch C will be engaged but the vehicle will not necessarily be driven so long as the engine- A is idling because of the slippage in the fluid coupling B. Upon depression of the accelerator pedal 59, engine A will speed up and the impeller 19 of the fluid coupling will transmit an increased torque to the runner -50 which will cause the vehicle be driven forwardly. .i

The transmission under these conditions is in underdrive ratio in both the forward box D and the rear box E. Shaft 1| drives the annulus gear 224 ofthe planetary gearset and shaft 83 is driven at a reduced speed relatively to the shaft 1| by means of the planet carrier 228, the sun gear 232 being held against its backward rotational tend- -ency by the overrunning roller brake K. Shaft 93 is likewisedriven at a reduced speed with respect to the shaft 53, 4the drive being through the pinion 95, gear 95, overrunning clutch J, gear |05, gear |09, sleeve H and hu'b |20.

Should the accelerator be released while the vehicle is being driven in this speed ratio (which corresponds to low speed ratio in conventional automobiles), the vehicle will-free wheel because of the overrun permitted at the overrunning clutch J.

When the speed of 'I M. P. H. is reached, gov.'- ernor mechanism G operates to open the switch |1|, thus de-energizing the relay 3|4. It will noted under the conditions described the switches 11 and 58 are both open, thus when the switch |1| opens, relay 3|4 has no connection to ground and is therefore de-energized. De-energization of the relay 3|4 will cause the switch terminals 325, 32| tojopen, thus de-energizing solenoid S' whereupon the spring 258 lwill immediately thrust the valve plunger 281 upwardly toV open assaut conical clutch surface of the annulus gear 224. The planetary gearset is now locked up in 1 to 1 ratio drive, the sun gear being clutched to the annulus gear and vbeing driven forwardly at the speed thereof as is permitted by the overrunning brake mechanism K; Thus, a step-up in the transmission driving ratio is ordinarily eected at 7 M. P. H. and it should be noted that this step-up is accomplished during driving and without the necessity of any action on the part of the driver such as releasing the accelerator pedal.

The vehicle will remain in this driving ratio which corresponds roughly to second or intermediate speed in conventional vehicles at speeds above 'I M. P. H. and if the accelerator pedal is released below aspeed of 15 M. P. M., free wheeling of the vehicle will take place through the overrunning roller clutch J.

The step-up to direct drive takes place at any speed above 15 M. P. H. in response to momentarily releasing the accelerator pedal 55. When the speed of 15 M. P. H. is reached, governor mechanism G opens switch |12 which breaks the connection to ground for the relay 354 thereupon causing solenoid S to be de-energized. This in turn permits the spring 215 to thrust the valve plunger 213 of valve V upwardly to open the paesage 255 to the passage 242 which leads from the main fluid pressure supply passage 253 to the restrictionI valve 213. 'I'he piston 2|4 of the motor M immediately moves forwardly, the restriction valve 213 operating to maintain predetermined fluid pressure in the supply passages to the motor M as above described, the forward movement of the piston 2|4 compressing the shift spring 2|. and the return spring 2|8. The sleeve F, however, is not shifted under these circumstances because of the leader and follower lost motion connection between the piston rod 2|2 and the yoke 231, the sleeve being blocked against shift by the blocker teeth 2|| which, under these circumstances, are in blocking position because of the fact that the shaft 83 is rotating faster than the shaft 53.

Release of the accelerator` pedal 53 will now permit the engine driven shaft 33 to fall oil' in speed and when it reaches a speed substantially synchronous with .thc speed of the shaft I3, the blocker 2|! will be rotated out of blocking position to permit the teeth 250 of the sleeve F to pass through into engagement with the 'teeth Il. of the pinion I0 upon forward shift of the sleeve F which will take place through the action of the spring 2I5 which was previously compressed byforward movement of the piston 2|4.

Depression of the accelerator pedal will now cause the vehicle to be driven forwardly in direct drive, the shafts 1|, I3 and I3 all rotating at the same speed, the planetary gearset being locked up in 1 to 1 ratio drive and sleeves F and.

H being in their forward direct drive position.

The vem1e wm continue m beA driven in alrect drive ratio so long as the speed thereof is in passage `212' to communication with the main fluid pressure supply passage 250 by way of. passage 212. Fluid under approximately' 45 lbs. per

square inch pressure will flow, into the cylinderI of motor N and piston 241 will be moved forwardly to disengage the lining 244 from the brake member 245 and engage the clutch lining 243 with the 75 However, there will be excess of 15 M. P. H. If the -speed drops below 15 M. P. H. and above 7 M. P. H., the governor mechanism G will close the switch |12 energizing relay 334 and causing switch contacts 333, 305 to close, whereupon solenoid S` will be energired and valve V will be closed cutting oil.' the supply of pressure to motor M and venting the 1 same into the casing as will be clear from Pig. 14. As soon as motor M is vented, spring 2|3 will be eifective to move the yoke 251 rearwardly to. disengage sleeve F from the clutch teeth H5.'

driving thrust on the'-1 

